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Checkride Turbulence And 3 Books
"What's up. Walling a bobby how are you. I'm great nother week. 'nother show we Shows grown a lot and we want to think about the listen to the show. We are back to another check right episode. This is something. We put together that we're branding or calling. Check ride turbulence taking the bumps check rides and this week. We want to talk about really something basic to help you. Prepare for the check ride That that wally sees too few people doing and that. I enforced here about some students that come to us from other schools. Don't use these books on a regular basis and as we become commercial pilot's probably think of more but a student pilots. You should have and be aware of three big things as it relates to flying. There's obviously more but these are three things for the check. Ride the p. h. The acs and the foreign name. And if you were to bring those three books to your check ride and actually know how to use them know. What's in them. I think you'd be surprised how easy that check ride. They would go would you. Would you agree. Well absolutely i. i remember my first I grew up in an aviation family. I flew with my father quite a bit as a as a very young Young little boy. But i took my. I what i call my first real flying lesson on august. Thirty first nineteen eighty-one so almost forty years ago and it was in a tomahawk piper tomahawk. Who was two five four nine alpha and member walking The the i fly. We flew for about an hour and we walk back into the flight. School the f. b. l. And i remember my instructor taking me right up to the counter and there's a little display case there and he said you need to get that book right there and you need to learn it now. I have already done private pilot. Ground school so i already had a copy of the f. a. r. a. m. and You know. I had a jepson Private pilot book and so i was Well on my way. But i remember him saying okay. You need to buy that book and you need to know everything in it. And so that night i remember going home and opening up the po h. And starting to remember it To memorize it and learn it and you know. I remember learning the menu. The propeller manufacturer was a seventy eight inch propeller fixed pitch. And i'm i'm thinking to myself. Well okay he said. I needed to learn it so you know what that meant on that day did you. Did you instantly know what all that Probably not probably not. But i did. I learned it And nowadays I i went back. And i think of my career my aviation career and how many check rides. I've taken over my career. And i i don't know how many it is but it's a lot and i don't think i have ever taken a check ride in an airplane that i did not have a personal copy of the po h whether it be in print or digitally I went to my bookshelf. The other day and i found that tomahawk manual. I still have it. it's again. It's over forty years old. I have a a beechcraft baron manual. I have a beechcraft duchess. I've bonanza manual. I have one for a a warrior and they're old but they're they're still good information and a mess still valid and of course with the airlines You know the issue you manuals and back in the day used to be paper manuals but now it's all digitally transmitted the ipad so that makes it very nice but again i have never taken a check ride in an airplane that i did not own the manual to And you know so. What are you studying the manolo. The peo- h we're talking about here So what do you study well you know obviously limitations It's more knowing where it's more knowing how to use the manual then knowing what's in it And and i tell people man you know if you're just gonna spend ten minutes getting an overview of the manual. Maybe the table of contents for each chapter might be a thing just so you know what's in there. Yeah and we'll we'll show some of my lack of pilots. When i was a student you know. And and how i got smarter as i got more proficient in probably happens everybody but i fly. Our one eighty two a lot now flat a lot with my family. I check the fuel Obviously a lot i have. A dipstick tells me how much fuels in that and recently I think i asked a rampart or somebody to check that for me before i went then i checked it again before i went in the numbers aren't the same that i had asked for and i thought that was a little bit odd But they they they want and did that with the dipstick and they they had the wrong dipstick of course but i asked him. Do you know in the ph where to look at. How many gallons are in the tank because they had a dipstick said a different number of gallons in that particular tank and this is a student pilot who wants to learn and i wanted to teach them and also teach my staff as well as saint. Thomas said where do we look. Let's go pull out the peo- h. And look at it and it was funny. They jumped towards the back and performance in the fuel system. And all these other places but as you talk about limitations there's a pretty good summary right up in the fourth or fifth page that drives about what each tank has in it and that's a quick way to verify and to your point about knowing how to use the book i don't necessarily need to know every plane and every tank size and everything at an airport but if i'm going to go fly that plane i better know where to find out how much fuel it can hold.
Flying The Aircraft
"What's wally. Hey bobby how are you. I'm good this week. We're going to cover a kind of a potpourri of things that we were talking about as it relates to flying the aircraft. Maybe not letting the aircraft fly you. But maybe you flying the aircraft Try and share some of our tips and tricks or maybe your wisdom With some of the pilots that are out there listening to us Talking about a number of things so this all came about because we were brainstorming on things to talk about looking at everybody's kind of topics that they had written in to a statistic about and we stumbled across one that was talking about leveling off or tips for leveling off I remember. I remember when i was a private pilot My circle used to tell me all over and over and over again level off before you touch anything else. And i think one day click when he finally told me. We're gonna always do it in this order. We're gonna pitch power and trim. And i've heard that saying many many times since then but i think that's what made a really click for me. Why is why is leveling off in that order so important wally. And how many times do you see it down the wrong way. I see done wrong. A lot In you know we're under the airspace here in At this airport so as as flying with applicants and students. When i do some flight instructing a lot of times we just need to get out from underneath the bravo or or at least to the Under the four thousand foot shelf so we're just Just trying to get out of the way and we want to get to a place in a fairly expeditious manner and So basically You know a lot of times you know have the applicant maybe climbing and maintain two thousand fly heading of such and such. And i'll tell them i says listen. We just need to get out of the the airspace and we just need to go about twenty miles up here and Inevitably they will You know it as they're approaching two thousand feet. I'll see their hand over there on the throttle and they pull the throttle back and word about nineteen hundred and fifty feet and we've got throttle pulled back to maybe twenty two hundred twenty one hundred. Rpm something like that and the airplane. is is just struggling to climb and then when we finally do level off You know they're you know we've got a very high pitch up attitude and we're doing very very slower speed so You know all you have to do is just just get up there and as you said pitch power trim you know immediately. Just just put push the nose over and zero out the climb rate and watch the airspeed increase and then when it does increase. I'm you know and then pull your power back to your desired power setting and just keep in mind What i see with with is that most applicants is they're they're just used to flying slow and You know when we log time in her logbook were logging time. We're not logging miles All the requirements are based on flight. Time so go and slow is actually a a good thing for for the most part most of the time But when you actually get out and you're using the airplane as as a tool to get places there might be situations where you wanna go fast. You need to get there quicker. You wanna get there before the the fbi closes and you can't get fuel or or or whatever you just you just need to get there faster. You've maybe you have to use the restroom so getting there. Faster might be a good thing. So you know when you get into that phase of your flying career if you will You're going to have options. The airplanes don't have one speed much like your car. You can draw down the highway at sixty five. Seventy five eighty five Obviously faster speeds. You're going to get there quicker and you're probably gonna burn more feel Slower speeds more economical from fuel standpoint. But it's gonna take you a little bit more time. And i think as we've talked about this off the air and and as part of the show. It took years for me to start really thinking about this from the standpoint of going somewhere or whatever mission i might be on. What's going to be best for me in this mission whether it's time whether it's fuel whether it's a combination of both I probably wasn't looking at the performance charts three years ago like i do today hence private or my instrument training because it's always whether it's right or wrong. It's almost always about the training effort right. We're working on. The mission is the training task. We're going to shoot these approaches and we're gonna work. We fly to that place. We shoot that and that's probably mostly in the hundred ninety not range right but we're not worried about twenty three ended. Rpm's this level of lean this level of mixture. We're worried about just doing that. Approach right then once we get done with all the test taking all the Examiner time then. We start flying places
Interview With Kelly Keller
"In today's guest is former. Alpa employees kelly. Keller kelly under private pilot's license. When she was just twenty years old she comes from a family of aviation and she calls herself a spoiled brat of aviation which seems a little harsh until you realize. She grew up flying where their father and a stagger wing. For most of her youth she learned to fly in tabora so at age nineteen got a private licence at twenty and she's been flying ever since she's worked for textron. Ao pa and now. She's currently the regional sales manager for the southeast for garment kelly. Thanks so much for joining us on the there. I was podcast so kelly. You have quite a hair raising story about flying your family back. In one. seventy two from gaskins white river resort on the way back to hicks airfield. You're flying. you're flying clubs one seventy two and experienced an engine failure. Yeah it was. It was definitely kind of the perfect storm of of situations because it was supposed to be a husband and my baby moon so to speak at seven months pregnant with our first child and had him in the airplane Labrador retriever in the backseats. Obviously mailo co-pilot with me. Yeah we were going to gaskins. White river resort for one last hurrah. It was a great trip really recommend going but on the way back i was over. Really ozark ozark mountains without many airports nearby and smoke in the cockpit. That was my first indication that there is something wrong. Obviously and i could tell. It was kind of an oily smell. But at that point it's just troubleshooting and making sure that i couldn't see that there is anything obvious. Obviously on fire or anything fatso. It's daytime is weather in issued is cleared a million Daytime midday without eleven noon timeframe. Okay in a about what time of years this this is november. So this is november last year. Okay great and about what altitude were you cruising it. So at that time. I was about to say it was about thirty five hundred feet. I wasn't up super high africa. Main reasons i was on fire away. I did not file a flight land as you know probably very few listeners would have this problem but when sediments fragment you probably need to stop somewhere young so we were we were kind of kind of just on an the our flight plan all away and having a good time and Joying enjoying barklay gut. It's the you had about a three hour flight or so home beautiful day. You just had a fabulous vacation with your husband. And you just kinda sauntering back really you know you're going to stop somewhere and you're up at three thousand feet which looks like maybe it's roughly a thousand feet ag l. or sos based on the terrain up there in that part of the country. And just flying back enjoying yourself until all the sudden you kind of start to smell a little bit of something in. Did you say you saw some smoke. Pretty much immediately fell the cockpit and you know when when that happens you always think through what that might look like in in just in our training figure out what your action plan is but until that happens to you. It's really startling. So the first thing i did was has started troubleshooting. Okay is it. Electrical is clearly a fire knows. I opened up the windows just to try to get some mayor his. Obviously i'm very cognizant of of what i'm reading that i'm you open. Open up the windows. He'll the cabin heat. Which is a crucial component. When it came down to it once they killed the cabin he smoke stopped so it was like okay you know. It's it smelled oil. A tell it was something like that and at that point dover might well pressure gauge and it was at zero at that point mike. My husband's a mechanical engineer. He's used overcrowded in a drone engines. Actually so he's very aware of of what that means is well. Luckily i was already talking to air traffic control since i was on the afar calling for that that type of a trip so immediately off with them and get them to try to at least for me to the closest
How to Fly to Australia Without Getting Bumped
"From the past fortnight and fiscally wrecks and virgin. Australia have become embroiled in a bitter price. War ahead of wrecks launching. Boeing seven. Three seven flights between mellon. See in just over a week from monday. The first of march rex will fly five times a day between siemian. Melvin using least ex. Virgin australia boeing seven. Three seven eight. Hundred's rex had started selling economy seats for seventy nine dollars. One way and business class from two hundred ninety nine dollars but last week. Rick steves candidates prices even further to forty nine dollars in economy or one hundred ninety nine dollars for business costs which is kind of unheard of that price includes checked baggage for all passengers and a snack and drink onboard including for economy. Close now that sale ends on the twenty eighth of february and covers travel dates throughout much virgin australia quickly matched with forty nine dollar economy costs and one hundred ninety nine dollar business clawsf as as well traveled during much. Jetstar is now selling nobody flights from thirty nine dollars one way which is even cheaper. Although that price does not include checked baggage qantas meanwhile has reduced. Its economy class ticket. Prices on that rejoicing. Much to one hundred and ten dollars although business class fares during much still quite high at nine hundred twenty three dollars said clearly not matching on price at the moment and pats qantas feels like it doesn't have to match on price because it recently introduced hot meals during Meal times on many domestic routes in economy class and it will bring them back on old remaining routes from next month in addition alcoholic beverages. Complimentary on all qantas flights previously. They were free on. Some routes like sydney to perth or any route of camera. But on other routes like the fullness city fly routes in brisbane to melvin for example that will only free off to four pm on weekdays. The change means that you no longer need to grab six dollars from your wallet. If you'd like a glass of wine or a beer on conan's flight even if you're flying in economy quantities also bring out a limited edition. Centennary henry beer which is brewed by james squire qantas. This week announced three domestic routes which will begin operating on the first of april. The regional subsidiary qantas link will operate the new direct flights between melbourne and coughs. Haba brisbane in coffs harbour and camera to balance byron bay vision. Australia also announced two new routes this week which will be operated over the easter school holidays and maybe extended as long as state borders remain. Open his demand. Those flights will be from melvin to ballerina and from adelaide to the sunshine. Coast qantas invasion astray. We have also both extended the flexibility available on new domestic flight. Bookings with both airlines bookings made any time. Until at least the thirtieth of april can be changed and unlimited number of times without paying any feats until the end of january next year. He can say cheese to cancel for credit voucher without paying any extra fees. Similar flexibility also applies to reward bookings made using frequent flyer points except the e channel say cancelled as for a full refund of the points and taxes without paying any fees overseas now in the national carrier of namibia and was placed into liquidation. Last week all flights were cancelled and bookings were taken down on the namibian government decided that the airlines mounting debt had become unsustainable although covid nineteen has worsened enemy is financial problems. It was already in financial trouble for quite a fees before now there were media reports that any maybe a could immediately declares insolvency back in september of two thousand and nineteen although those were denied by the airline at the time and it continued to operate until now despite fifteen of the airlines. Nineteen routes being estimated to be loss-making enemy. Be a
10 Things Student Pilots Do Wrong
"What's up wally bobby. How are you doing great another week. Another episode we love doing these shows for. Y'all hopefully. You're enjoying them are. We've got a number of new five star reviews on itunes and other platforms. If you're enjoying the show please take time to Write us a review and if we should be doing something different or better don't hesitate to reach out and let us know that as well lots of good questions and ideas for the show coming in also and someone said something about Us covering some of the top mistakes that student pilots make and lo and behold. We found an article. And we're gonna we're gonna borrow this article and talk about our thoughts on some of these things in flight magazine. Which is the texaco flight. Training magazine from the ao pa. Still the one that i get imprint. I much enjoy it. has a lot of good things in it as a relates to flight training. So if you're not a member of the go register you'll get the magazine for free either imprint of electronic but way back in january of two thousand eighteen There was an article written ten things ten mistakes. That student pilots do wrong. And we're going to talk about those while the examiner. I know you see a lot of things that go wrong. let's jump right in. We've we've done some of these topics but we'll we'll go through all ten of them. What's number ten number ten pertains to checklists and lonely appalled. We have done a An episode on the usage It is something that is required to be graded or or evaluated. Rather i should say on a check ride Pretty much on on all the landings. All all the takeoffs and everything down there in in One of the elements that i'm supposed to be looking at as proper use of checklists and You know it's pretty simple. If if you don't use a checklist you're obviously not properly using it. So i see Occasionally on on check. Rides that that applicants. Are you know especially for our landing checklist. They're just using gump's and they're going through it and they're going through their mind. But there's not a checklist anywhere close And that's that's really a bad habit pattern I and i know Maybe a cessna one seventy two especially a fuel injected one where carburetor heat is not Introduced to the the scenario. There's really not a whole lot to do As far as landing. You know as far as Checklist items But it's it's a habit pattern it something that is required and it something expected When you get a job plan a big airplane especially at an airline. Checklists are are used. They're used every time You know. I fly big airplanes and some of our checklists. Only have three items on them. And i have a memorized. But i still pull out the checklist and i look at it and i read it and i i respond to it appropriately so it is a big item. You know you're not gonna fly the same airplane all the time. You may fly. An airplane now has cal flaps. You may be flying. Fuel injected one seventy two. And you're used to that but today you're flying an end model and you've got carburetor so you got carburetor heat to be considered and that's all on the checklist Landing lights Just just everything. That's on the checklist is it's there for for a reason so you know it's something that that We we need to do better with you. And i think as a student pilot when i was training you i did get lulled into this fact that i'm flying saint planes. They don't the school when i was going here. Only had one seventy two. So i was always flying a one. Seventy two all tricycle fixed gear aircraft. You could get lulled into that. But i've flown a lot of different types of aircraft. Now and if i only thought of those items on one seventy two n p models than if i did like you said flu anything else that i could get myself in trouble or hurt pretty quick right so number. Nine on. This list is poor weather. Planning i find that to be something that I find myself chasing people down talking about on a regular basis at the flight. School people learning how to fly. They wanna go. They wanna go And they just i don't. I don't think as much as we talk about it. I still don't think students understand. The dangers of what weather can do to us. And that weather as europe pilot and you fly weather is not necessarily the same three or four miles from here. We can see here. Might not be what. What's going on three or four miles away And it's it's shocking. I think i've told the story of trying to fly to brenham to see my dad. Not that far away didn't do a weather briefing or really understand all about the weather. Pass this airport and get out there and be a wall of clouds just five or ten miles away and have to do you know quote unquote a holding pattern out there for for a thirty minute time. They would burn off but they never burned off. And i wasted a lot of gaffes in a lot of my time Trying to get somewhere. That i could have solved for that. If i would've just looked at the weather
Delta plane skids off taxiway at Pittsburgh International Airport
"A delta plane skins off the taxiway at pittsburgh international airport. No injuries reported. This is from the pittsburgh post gazette and for all of you out there. yes. I do fly An airplane very similar to this. One a boeing seven. One seven four A sister airline. And but there. I got a lot of Messages from people. You know kind of worried that could have been me inside this jet but it wasn't wrong airline this delta An airplane carrying nearly eighty passengers and crew slid off the taxiway at pittsburgh international airport on wednesday evening air last week. Airport officials said that. A delta airlines plane a boeing seven flight. Two to three one was departed for atlanta with seventy seven people on board when it quote exited a taxiway just prior to take off near a runway at about six thirty pm. And there's a picture in here of it kind of the nose wheel hanging over the edge of the tax away Officials said that no injuries were reported in the buses were dispatched to help. Passengers exit the plane the passengers were then shuttled to the airside terminal. Delta airlines released the following statement while on. Oh you want me to show that picture. You're saying oh i thought when you alluded to it you're gonna show it but that's okay. No i don't feel like all right okay. Pardon the interruption. When we're recording the show live. The only person who can hear me is captain jeff. Now he's decided to include my audio here in the post. Show edit lucky. You enjoy okay here. Share share screen and here we go and then boom except for do that okay. I'm just gonna leave it like that. Can you guys that no this. They see their got it. Okay for wonder. yeah actually. That picture isn't as bad as some of these others. This one makes it look a little worse and Here's the the back end of the jet details clan thing out the bank. Well rather not say. I don't go seven one. Seven five data a non inflated slide. That comes out of the telecom now. I don't know if you know. This is one of those pictures. Aftermath pictures after the passengers have already left the airplane I did see some pictures. What they had some stairs kind of butted up to get it taken by accident and Up to the back end here and sorry and passengers i keep. I'm really not doing that. The the rear portion of the is the anal portion of the jet They left via the stairs now. I don't know if they if the slide was inflated You know or if it wasn't played in the deflated. Or what. But i've got two things the first one i wonder i wonder if the The the slide The telecomms light there would be effective given the deck angle at the airplanes. Yeah that's that's a good question right. Because i don't think it would be. Maybe it would. I'm not sure what angle it you know. It has to have to be effective dangle dangling banks on the show title about liz you got that angle angle okay and then the other one is I know from from my previous airline. And mike kerner line in the You kind of have to be familiar with with the flight attendant manuals and all that stuff when you carry passengers durant. I know that it's in their manual. That if they well if they find the airplane or in in their in their estimation in a unusual position in the ground or after he rejected takeoff. And they don't hear from the crew in fifteen seconds they're supposed to automatically Beginning evacuation themselves. Because the the the cockpit crew flightdeck crew might be incapacitated and unable to command that evacuation. Yeah so it's you know it's it's it's the manuals as well so Maybe but i mean again again. We don't we don't know an app communication's very important Bring up a great point. And that's why immediately after this happened and you know we're we're just gonna have to like say we're not sure what happened because there's no official officially released Reason that The jet didn't make that final turn. I'm just on this tax away a couple of days before this and On a s airplane and it was in similar conditions as well and let me tell you what you know when the when they do all the snow removal and stuff on the usually do a really good job of of the runway snow removal. And making sure the frictions good and that kind of thing but once you get off on the taxiways and the ramps you gotta be really careful. Because they're usually very very slippery. So i mean i'm very deliberate now. I think we've talked about this. Before that i tend to like to taxi on the higher end of the speed scale But in these listen yeah you But in these conditions. I'm very very slow and deliberate because yeah you know. I'm just not sure what you're going to get and you don't want to end up. I'm not saying this is what happened here but it kind of looks like maybe they were going a little bit too fast for the conditions and tried to make that left. Turn the runways right there. You can see it behind it so it's just like a little bit of a ninety degree turn from the direction this airplanes facing right now and it looks like it just you know. It could have been a mechanical issue as well so i don't know
Dennis Muilenburgs Bet on the Future
"Denis muhlenberg has kept a low public profile since he left his job. Ceo of boeing at the end of twenty nineteen. But that's about to change me. Lemberg has teamed up with air finance founder. kirsten bartok tau and other aviation luminaries to fund a special purpose. Acquisition company called new vista acquisition corp. They're aiming to raise two hundred and forty million dollars through public offerings to acquire businesses focused on transformational technologies in areas. Such a space defense and communications advanced their mobility and logistics. What does that mean well. We'll let you hear directly from denison. Kirsten who have joined today also with us on my side of the table so to speak is aviation weeks. Technology specialists and urban air mobility guru executive editor graham warwick. Just one no we will. Not be talking about boeing past or future. If you're interested in that i'd like to refer you back to our january twenty nine podcast so let's get started a dentist. Tell us what you're up to. And why joe the good morning and thanks for the chance to talk about new vista. We're very excited about this. New endeavor and that excitement starts with a tremendous opportunity that we see right now as you know i had the privilege of being the ceo of boeing back in. We celebrated our centennial in two thousand sixteen and we. We did some work together on the age of aerospace and when we look back on the history of aerospace the opportunity in front of his right. Now i think it's the greatest one in that one hundred plus year history harris face. We're seeing this convergence of technologies in a way that we've never seen before technologies that span artificial intelligence autonomy new manufacturing techniques satellite technologies new types of vehicles and propulsion systems that set of emerging technologies. All at once has never happened before. Combine that with mega-scale changes in the market. You mentioned air mobility new waste. People are moving Logistics e commerce capabilities the revolution in space in the build out of the lower orbit ecosystem and next generation defense systems that combination of technologies and mega skill. Market ships creates an unprecedented opportunity. And that's what we're focused on at new vista kirsten. Let's hear from you. What brought you into team. Up with dennis and How are you approaching this. Thanks joe and as you know. I've been pretty focused on advanced ever ability for the last four or five years Having been based in silicon valley and kind of live through the internet growth and doing venture capital back then realized early that this transition was going to happen and just from the basic technologies with your talk about them. Electrification greeted propulsion which then goes to autonomy and an ad in hydrogen which has come on the radar lately These technologies are going to completely change Aerospace so that the next twenty years is going to look completely different in the last twenty years and even the is you know. The aircraft designs will look entirely different. Lucky enough i been working on this trying to figure out the right vehicle to investment doing a lot of my own personal investing some through our finance and then was Got on the idea of a spec realized that could be the optimal solution to help. These emerging companies crossed the chasm of death valley of death that we call where you got early stage venture capital money but they needed at large amount of growth capital. These are deep company's hardware and software at their capital intensive and then added that they've got the regulatory component of the faa and. they needed some good opportunities. For large amounts of crossover capital groups. Like softbank could have been that or sovereigns but the spac product has really come in to help. These company cost the valley of death and make it to the next level where they're commercialization occurs and their operational so i couldn't be more lucky to partner with such an incredible operators dennis someone who really pushed billing to be more. Entrepreneurial created horizon ex and necks and We put together a great team here. And we're excited to make a positive difference in the landscape. So so what are you thinking. I mean how do you take these technologies that we write about all time. I guess our listeners want to know and apply them to be like a real product. What what is really exciting. Talk about this this change in the next twenty years. What can we see in practical terms. What are we going to see. joe. I think you're gonna see transformation in these four market segments that we're talking about that's way beyond what we've ever seen before i take what's happening in the in. The lower orbits space ecosystem and extraordinary the number of technologies. That we're seeing that are coming into places real applications now. The build out a satellite infrastructure nanno sats micro sats we see a market for fifty thousand plus additional small sets on orbit or the next decade. We see a number of companies who are working on breaking the cost curve for access to space new launch capabilities that are coming to bear and then new applications in terms of how to use those satellite networks to create information at useful data earth observation New kinds of reconnaissance and surveillance capabilities connectivity. In communications i think the low earth orbit ecosystem. Build out that we're seeing now is just one example of the kind of massive transfer transformation that we're gonna see that's going to create economic value. It's gonna create new companies new jobs. it's going to create a new technologies that are on the innovation edge that are now ripple out into other business sectors. So it's an exciting time to be working on this leading edge
Part 61 vs. Part 141
"What's walling. Bobby how are you. i'm good. I have been looking forward to this show and the reason they haven't done it sooner as the amount of research time i think i put into it This is all about part sixty one flight training versus part one forty one flight training. Something that i talk about on a regular basis. I've actually learned a lot in my research so might change some of my talk tracks you as a dp gift. Check rides to students that have participated in both parts. Sixty one one forty-one training and today we hope to cover all things that come up in our questions in dialogue about this stuff to help students. I guess make the right decision based on some real content that we're gonna share today so when i i i mean man when i first started flying. I don't even think he went told me anything about sixty one hundred forty one but a lot of times students come in here. They're probably child of airline pilot and they have heard about parts sixty one apart. One forty one and a half some questions. If you could rewind back before before you all the knowledge of now what would your earlier thoughts beyond just the fifty thousand foot view of part sixty one forty one one forty one well first of all when we think of their regulations there are certain sections of the regulations that we become very familiar with his pilots and In general part sixty one has to do with certification of pilots So if you wanna know gee how many hours do i need to have to become a commercial pilot whore or how much Night cross country time. Do i need to have to become a private pilot. In general you'd look under part sixty one. The has to do with certification however part one forty one is the area the regulations that governs approved flight schools so When when you wanna get a pilot certificate or rating you're gonna be fall under one of these sets of regulations either parts sixty one or part one forty one i would say probably the vast majority of flight schools out there on the real world are Are part sixty one. I i don't have any idea of how many parts sixty one schools we have versus part one forty one schools but i would say the majority is part sixty one part one forty one. is f. a. approved flight schools and and to become a part one. Forty one school. You need to have a special authorization from the a. and be designated as such. There's a lot a lot more oversight if you will from the faa under a part one forty one school. There's a lot more structure under apart. One forty one school. in fact you know they'll actually come in and inspect your facilities and they'll say okay you've got x. Number of briefing rooms x number of classrooms okay. you're gotta simulator. They will allow look at all your airplanes and and you know they do more than just look all you and and certainly they will look at your record keeping system whether it's electron or or paper record keeping system so You know the the first question is which do i do. Part one forty one or part sixty one th. They're both right. Neither one of them is wrong. One of them may be better suited for you than the other. But they're certainly both right. I all my training coming up Back in the day was under part. Sixty one in fact Well there was. There was one one forty one school at the airport. That is fine but all mine was done on part sixty one. I will say from an examiner standpoint. the check ride that the applicant is gonna get is exactly the same. I'm not gonna Give a different check ride to a one forty one student versus apart sixty one students going to be exactly the same There is a little bit You know when. I when i go in and and get some free approvals and and go through the eye akra process. I do have to enter the the name of the flight school. If it's a part part one forty one um and i have to have their their designation authorization number Versus part sixty one. You don't have to do that. There's no place to put down the flight school and apart sixty one application In an apart- sixty one application. I'm going to be looking at the log book and Extensively in going through all the flight times and so forth where part one forty one really. What i'm looking for is a graduation certificate that says that the applicant graduated from the approved chorus. That they're they're taking a check ride for.
Learjet, the private plane synonymous with the jet-set, nears end of runway
"Very well. Kick it off with an item from cnn says learjet once the goto private plane for celebrities is ending production. How their jetty courses owned by bombard. Aa they say that they will stop production later. This year bombarded said that they will concentrate on the challenger and global aircraft which are more profitable but The company's gotta interesting history David started in one thousand nine hundred sixty two by bill. Lear and i think entry into service was nineteen sixty three for the longest time. It was the ultimate status symbol. Business jet i mean it. It's been shows up in song. Like carly simon song and it was flown by the stars and it looked good. I mean it. it's kind of. It's kind of unfortunate that we're going to lose an aircraft that looked fast and and represented the elite all those years but it. It's been around a long time. Originally goes back to a company that lear formed called swiss american aircraft corporation located in in switzerland but that That didn't last too long and were were moved but i understand that the first learjet was actually adapted from a nineteen fifties swiss ground attack fighter. Aircraft the ffa p sixteen so. I wasn't aware that origin till a little bit of research today. It's a class of aircraft that most as this article points out that most people don't want it's holds five to seven And it you know anybody who wants a fast business jet once more people so there. We're talking about globals and challengers so I guess it's just it's time has come on for and just unfortunate 'cause it's always been one of my favorite aircraft up including my nineteen seventy-two matchbox sky busters earlier jet bright little yellow and white body. So they will be missed. So i'm sure they'll be flying around for a long time well. And there's another factor as well to and you're talking about the five to six place said jet market and that is that the non three hundred of which they've sold about five hundred now is lower price so i think they just got Undercut by the competition also the fbi non one hundred which is even less expensive. So that's part of the changing market Now we've talked on the show years about the restructuring of bombay and they've been selling off in a low performing units. They've had a huge amount of debt to pay down. Which is why they've been selling them off. We talked here about when they sold the series their airliner which was sold off to airbus. And this is going to be Job cuts all over the place in a separate article. I saw that. I think about three hundred people will lose their jobs in wichita allow the production is based another arrest. Seven hundred i think are being lost in either quebec or ontario of because there's some being lost in both provinces i forget which one was the most but one was seven hundred and the other was a one hundred so big impact All the way around it does really make party a instead of the cult conglomerate that it was with all kinds of different things including a railcar business very much a single business entity and we've talked in the past how feel a lot of the business jet companies. They've gotten multiple businesses Textron's a great example And so this is really gonna make them highly subject to the you know the ups and downs of the market and fortunately the markets in an upturn business jets are selling well but boy. This'll be a real challenge for them. The future i think when there's a downturn in the market bill. Lear william powell. Lear was also an interesting guy course. he's He died longtime ago in one thousand. Nine hundred seventy eight. So it's been it's been quite a while and we've mentioned before that he actually invented the eight track Which many of our Younger listeners are not gonna know what that is. Tell us what is that. Because i don't know what an eight track is. I had one of those In my truck. Back in the let's see would have been in the Early seventies but he was a self taught engineer. But you know what. I didn't realize is that he was actually a call. Your trophy winner. But not for the learjet. Do you know what he won the collier trophy for david. No i didn't know he won a collier trophy. He did for the f. five autopilot. The autopilot was for the lear jet. Not for an f five. That was a test david. You passed double checking very good man. So yeah now bombarded says that they're going to continue to to support the aircraft ecorse encouraging and really to be expected But yeah it's kind of sad to see an old name like that disappear all right we have From marketwatch archer aviation gets one billion dollar order from united airlines on the same day announces. A deal to go public Max united airlines united is getting interested in vitale aircraft.
How To Improve Your Landings
"I have with me shawn moody bill. English tom freak in victoria neuvelle and also as a bonus. We're going to discuss suggestions and techniques for our flight. Instructors use while teaching landings guys. Welcome back to the show especially victoria. It's been a little while. I know you've been incredibly busy. So i want to say a special. Welcome back to you. Thank you excited to be back. Yeah you've been working so hard on. I guess people are busy buying airplanes. From what i've heard. Yeah it's actually an interesting time for aviation. I know a lot of us are not as lucky in not flying as much. But there's a quite a few people that i think find themselves working at home and actually have the time to complete a lifelong dream of learning to fly adding another rating. Or thank. You know this is a great time to buy an aircraft since not. Many people are flying the airlines. So it's definitely been interesting in busy. It's a great way to social distance. Buying your own airplane. We highly recommend it A matter of fact. I was lucky enough to go out with Bill english to do some landings Too long ago and had a blast going over the things that We talk about when we're teaching landings and that's kind of what the whole topic is here. Tonight we had a wonderful wonderful time but Anyway so let's move right into it as far as talking about the landings and some techniques and how to improve your landings at. Let's talk a little bit about why landings are important and i love to use this quote. It's in the airplane. Flying handbook which i think is really cool. And if you get a chance to get a copy for yourself. I have a hard copy. And also downloadable a. dot gov for free but in the flying handbook. They actually mentioned that over. Forty five percent of all general aviation accidents occur during approach and landing phases of flight. Over ninety percent of those cases were pilot related. Loss of control was also contributing factor. In thirty three percent of those cases so ninety percent of the causes of those actions were actually piloting related and loss of control is thirty three percent of those cases. So we're gonna talk a little bit about your lands improving your landings and i talk about approaches and landings because we're gonna kinda back up and and realize that a lot of that Landing has to do with how you set up for the approach. So let's talk first about learning how to land I again. I feel that one of the most important things and get some input from the other folks to is. It's important to go to some of the publications and read a little bit about it but you actually have to go out there and do it. We have to actually practice. But when we're when we're actually starting out. I do feel that one of the best sources is the faa publications. We're gonna get into some other things but there's some wonderful things out there learning how to land. There's many different ways on how to land in. These suggestions are going to be as you know talking to instructors etc but one of the things i likened it to and some other folks feedback as you know when you're learning how to land. It's it's a lot. Like i found when i was learning how to drive and anticipating turns and how to write as you're driving faster and a highway. Where do you actually place your is and how. How do you view that highway in front you. In our case it's going to be the runway. It really is like that well again. Like i said joining me today as tom. Tom i know we actually got a chance to go out there and do some landings. It really is something. That i think is very important is starting off your career in your aviation. Life is learning how to land And so one of the things. I'd like tom if you could comment a little. Because i know you do a lot of flight. Instructing is you know basically what do you see. As far as the best ways to learn how to land as far as as the students that you see that progress the quickest and are is there one thing i don't know if there's any one given thing but you know i mean learning how to land the plane. Is you know when when the first time i walked into a flight school. There was a sign that was on. The wall would said the second the most exhilarating or the second most exhilarating data in a guy's life is Flying an airplane. The first is when he lands. You know so i mean it's it's one of those things that you know. It's the hardest learn flying the airplane. That's the easy part putting it back on the ground. That's the hard part. And that's what we learn. We take students out and we learn the maneuvers. I we learn how to do slow flight. We learn how to do power off stalls. Power on installs. You know how to do. S turns how to do turns around and point out of those things are to teach us how to control that airplane when we get in the pattern and get ready to put that plane back on the ground again. How it's gonna feel what it's gonna do. We take it to its extremes. You know and that's what we're trying to learn. You know so. The people that i see that. Learn how to land the plane. The quickest or the ones that learn all of those basic rudimentary maneuvers. The quickest you know somebody who understands the The vanessa what it is to control that airplane. They're the ones that are most likely to put it on the ground. The best you know and and you're right you know A good landing starts in the pattern. I mean it's going to start long before you even make it to that airport. It's it's setting the thing up and getting completely set up so that you are in the best place possible to put it on the ground and you know one of the things i teach. All the time is that landings should be a surprise. You know that at any given time you're ready to go full throttle and go around and keep that airplane flying until you can put yourself back in that perfect position again to put that plane back on the ground.
Australia will lift weekly caps on international arrivals in an effort to get stranded citizens home
"Be back but first. Let's begin with a roundup of the latest airline and frequent flyer news from the past fortnight and fiscally moist ustralian states will restore their international arrival caps to pre-january levels from monday. The fifteenth of february following a decision at yesterday's national cabinet meeting but western australia will retain its reduced arrival cap of just five hundred twelve passengers per week until further notice as perf emerged yesterday from its five day. Covid nineteen lockdown from the fifteenth of february new south. Wales will again double number of passengers at takes per week to just over three thousand queensland will restore its capacity from five hundred to a thousand a week and victoria will increase slightly as well as the stralia. The increase in rival caps is welcome news of course for the many trillion. Still desperately trying to return home from overseas but even with lost months capacity increase out the howard springs facility near darwin. The new arrival caps as of february are still below the old caps that were in place before January when the government temporarily half those caps in in many of the states prior to lost month's reduction australia had the capacity to accept around six thousand nine hundred weekly arrivals overseas including three the howard springs facility. The number right now is about four thousand five hundred fifty per week and this will increase from the fifteenth of february to around six thousand. Eight hundred weekly arrivals which is still just below what it was a ago. The government recently said that around thirty six thousand trillions currently registered with dave fat as being stuck overseas and this number has been repeated many times in the media as representing the number of australians. Trying to return but the tree number is likely far haya as many of the papal trying to come to his trail. You have not registered with fat qantas will wet lease up to fourteen embraer. One hundred ninety regional jets from alliance airlines for the next three years qantas plans to take delivery of. Its first three least jets in june this year for use on routes between adelaide. Alice springs and darwin the jets will be crewed by alliance airlines pilots and flight attendants but flights will be marketed by qantas in have accused flight. Number corner says that the nineties which have ten business class seats and four economy seats are the right size for flights between some of australia's regional centers and smaller capital cities. Lie ellen routes like alice springs to adelaide while also offering a great range. Then qantas links. Boeing seven one seven. The nineties can fly for up to five hours. Singapore airlines full service regional subsidiary silkair has been merged into the singapore airlines brand. Singapore airlines will gradually take over service on suk's existing routes starting with flights between singapore and pikit from the fourth of march. Nine of silk as boeing seven three seven eight hundred will eventually be transferred to the parent company and although the merger has been finalized at the moment with many of the airlines. Flights grounded covid nineteen. This was already planned a well before the pandemic began soak it has been a full service. Regional airline since it began operations in nineteen ninety-two but it had been viewed by some as the poor cousin of singapore airlines singapore airlines is now addressing some of these concerns by reupholstering. The seats on its silkair planes. It will also introduce a singapore airlines dining experience on regional flights including book the cook in business clause and on routes over five hours saute skew is fascinating business clause including on routes like hands to singapore which was previously so k. Route these seven three seven flights will also now be stopped by singapore airlines trained cabin crew wearing these singapore airlines uniform. And chris whoa in-flight entertainment will be available to stream on passengers. I devices these flights will also now be part of the star alliance which is great news for frequent flyers with star alliance partner airlines. He previously got no benefits when they were put onto a silkair flight. Although there's no change velocity members because velocity already made a upon of both silkair and singapore airlines qatar airways emirates and cathay pacific are among the latest group of airlines to provide a second year of t. Status extensions to their frequent flyers. Almost every airline gave as you probably know. Twelve months status extension to top team embassy in two thousand and twenty g to the covid nineteen pandemic and the associated travel restrictions which made it difficult for people to retain this status otherwise. But it's now quite clear that the travel restrictions and get lost in some form for longer than one year and so many airlines on out. Granting a second year of status extensions all existing silver gold and
What Made the Indonesian Plane Crash? New Report Sheds Light
"Let's start with an update a preliminary report on the The indonesian airline crash Boeing seven thirty seven five hundred at jakarta on the ninth of january. Twenty twenty one. You'll remember last height. The impact of the java sea and so on the february twenty twenty one indonesia's k and k t released their preliminary report. They reported at the time of issuing this preliminary report. The memory unit of the cockpit voice recorder has not been recovered and the search is continuing. So they're still looking for that darn thing. The cayenne katie reported. The sequence of events on board of the aircraft has known so far. Let's see on the ninth of january boeing's seven five hundred aircraft registration peak. Ac l. c. was being operated by Pt swabia err on us scheduled passenger flight from Soekarno-hatta international airport jakarta to so by the international airport in pontianak pontianak. I don't know. I guess this alaska. No the flight number was S j y one eight two. According to the flight plan filed the fuel endurance was three hours and fifty minutes at seven. Thirty six Ut see which fourteen thirty six local time in daylight conditions flight one eighty two part to five right of jakarta there are two pilots four flight attendants and fifty six passengers on board the aircraft at fourteen thirty six forty six local time. The one eighty two flight pilot contacted terminal. East controller was instructed I want eight flight. One eight two identified on departure. The the standard instrument departure unrestricted climb level to nine. Oh the instrument instruction was read back by the pilot at fourteen. Thirty six fifty one. The flight data recorder recorded that or flight data recorder reported that the auto pilot system engaged and at an altitude of nineteen hundred and eighty feet was engaged. I guess at fourteen thirty eight forty to the flight data recorder recorded that as the aircraft climbed past eight thousand one hundred and fifty feet. The thrust lever of the left engine started reducing while thrust lever position to the right engine in didn't move. The fdr also recorded the left engine and one was decreasing. The right engine and one remained the same at fourteen. Thirty eight fifty one. The flight one eighty two pilot requested to the terminal east controller for a heading changed two zero seven five degrees to avoid weather and the controller approved the request at fourteen. Thirty nine fifty. Four the controller instructed the flight to climb to an altitude of thirteen thousand feet and the instruction was read back by one of the one eighty two flight one eighty two pilots. This was the last known recorded audio radio transmission by the flight. The flight data recorder flight data recorded recorded. The aircraft altitude was about ten thousand nine hundred feet which was the highest altitude recorded. In the flight. Data recorder before the aircraft started. Its descent the autopilot system then disengaged at that point on heading of zero one six degrees the pitch angle was about four and a half degrees nose up and the aircraft rolled to the left to more than forty five degrees. The thrust lever position. The left engine continued decreasing while the right engine. Thrust lever remained at the same position. At fourteen forty local time the flight data recorder the throttle system disengaged and the pitch angle was more than ten cents. X knows down. No it must be ten degrees download little little Translation issue with the text. I think what we use to snag. These articles
A Conversation With Kathy Mexted On Australian Women Pilots
"Introduce our guest. Who is well. She's in a different Cycle of the planet We have with us kathy. Mixed at who's A writer photographer and editor of air sport magazine that comes from sport aircraft association australia which is gao organization. Kathy's written for a number of publications but recently she's written a book titled australian. Women pilots has sub subservient amazing true stories of women in the air. Kathy welcome to the airplane gigs. Podcast hang smack. Thanks for having me now. Really astute and longtime listeners may actually remember kathy's name or it might sound a little bit familiar. That's because well she's australia and she has been known to hang out with A few of our australian friends from plane crazy down under grant and steve. So it's really exciting to have kathy. This is a an very interesting very amazing book. And we're going to start off talking with kathy and then come back to the news after that. So let's let's get right into it. A kathy in the book you tell us the story of i believe ten women that all have really fascinating remarkable stories. And we'll talk a little bit about how this came together and in how you found these stories but to give our listeners. An idea of the kinds of stories that we can find in this book. Maybe let's talk a little bit about the first australian woman to fly around the world in a single engine airplane solo. Maybe give us a brief version of gabby story. Thank he Gabby cannot in non nine nine was a single mother of two children. And she had this burning desire to fly around the world for probably some personal reasons. Various reasons Who knows what caused pushes somebody to do these things and she drew back on. A mortgage bought a single engine. Saratoga had kitted out with long range fuel tanks and everything that she could afford and think that she needed borrowed some survival gear and hit it off in august nineteen eighty-nine. She intended to be gone for three days and she came back. Nine thousand nine days later so it was quite a remarkable fates and it's some was a long trip. Yeah yeah and she more or less followed. Amelia earhart erhart's route but as to her motivation. It seems like she was doing it for the the love of flying in. Not for some promotional purpose or to seek notoriety particularly. It seemed like it was kind of a humble flight. She had absolutely no desire for the publicity other than the fact that the publicity provided sponsorship. So that was the only reason she got tangled up with that side of it but became a big thing and because the country was pretty gripped by this housewife fit. Who's at forty is some. Lift the kids with some friends some reliable friends and taken off around the world and She was intrigued by merely earhart actually and she loved immediately hop story. She'd been flying across the pacific with a guy named jim. Hazelton who's well known. Australian aviator and when i go to majority or the marshall islands he said this is about where we think. Amelia earhart went missing and it really got gebbie thinking again about it. And she dived into any books she can find on earhart and other female aviators when she got back and that really sped or on say. Someone gets a good idea but forgetting to do that trip. I think it was about finding soft confidence. And she just felt she really had to do something for herself to take control of her life and you know how it can be being a wife and a mother
Pile of Junkers
"On the morning of the third of august. Two thousand eighteen. A two day tour run by you. Air began taking its passengers from dubai. Dorf north of the alps to the canton of chino on the south side of the alps. Both the outward flight on friday on and the return flight on saturday were scheduled to take place on the dick yonkers. You j. you fifty two. We're just going to say j in this case Three mg four e commercial aircraft registered as h. b. dash hot Hp ht conducted as a commercial air transport operation under visual flight. Rules pilots a. m. b. had been entrusted to want to perform both flights alternating the roles as commander or pilot flying and co pilot or pilot monitoring. Pardon the interruption. When we're recording the show live. The only person who can hear me is captain jeff. Now he's decided to include my audio here in the post. Show edit lucky you enjoy. Here's something important from my haul boxes here jeff okay. I'm directing my attention to something in the chat room. oh yes okay. and s. u. s. T. would be pronounced dee schweizerische since your highs soon dares schramm geshe gel. La is guess. Us brave. I have one full year of highschool germany under my belt high school during german. I spoke german nailed. I haul boxes playing steps role. That's what she says. Yeah all right. Thank you very much for that Little interruption i think that was worth it and now i just have to figure out where i was. Okay switzerland's and i'm not gonna pronounce that again s. u. s. t. released their final report concluding the problem was going to mention that in the really really nice little video that the s. u. s. t. Put together kind of an expert explanatory video of the accident. The talked about the fact that both the captain and co-pilot both pilots here were previous military pilots and then they were also previous airline pilots. Kinda like nick. And i if we ended up doing one of these two are thing. Nice nice little retirement gig. They were in the early sixties. Yeah it's beautiful. I love aside. Finally young jay fifty two around on your new leisurely days on fortunately did go very well for the direct cause on the final report. The accident is attributable to the fact that after losing control the aircraft there was insufficient space to regain control thus the aircraft collided with a train The terrain. I should say no there wasn't a train. Evolved like to. The investigation identified the following direct causal factors of the accident the flight crew piloted the aircraft in a very high risk manner by navigating it into a narrow valley at low altitude and with no possibility of an alternative flight path. The flight crew chose a dangerously. Low airspeed has regard to the flight path. Both factors meant that. The turbulence which was to be expected in such circumstances was able to lead not only to short term stall with loss of control but also to an unreliable. I don't think i looked at word. Thought on rectifiable. Don't think there is such a word and there isn't So a not rectifiable situation Directly contributory contribute contributory factors. The investigation identified the following factors as directly contributing to the accident. The flight crew was accustomed to not complying with recognize rules for safe flight operations and taking high risks. Just like naked. I would do. I'm sure The aircraft involved in the accident was operating with a center of gravity position that was beyond the rear limit. Who that's not good. That's never get ya. This situation facilitated the loss of control. Systemic 'cause the investigation identified the following systemic causes of the accident the requirements for operating the aircraft and commercial air transport operations with regard to the legal basis applicable. At the time of the accident. Were not met Some other systemically contributory factors the investigation identified the following factors as systematic systemically contributing to the accident. Due to the air operator's enact inadequate working equipment. It was not possible to calculate the accurate mass and center of gravity of its j. You fifty two aircraft in particular. The air operator's crews who were trained as air force. Pilots seemed to be accustomed to systematically failing to comply with generally recognized aviation rules. Who to get free potted bank ever employee mac down on the air force over here. I know and a taking high risks. When flying j fifty two aircraft
Airliner Hit By MANPAD!
"So i wanna tell you about an airliner a airbus. A three hundred guinea hit by a man pad. So you're wondering probably wondering what is a man pad that is a man portable air defense system. mp a day that's Looks like a bazooka. It's a shoulder. Mounted sam surface to air missile. And it can be carried by antibody. Because it's not very heavy and has a three pound warhead now. Three pound warhead. Doesn't sound like he'll do a lot of damage what it can knock a big airplane out of the sky now when i was in vietnam We were called. Destroy la back. Then the sa seven and it's picked up the name grail also but in russia they still call it destroy. It's a russian Device and back then. It was heat-seeking only work only hit your airplane from behind what we were would home in a basically on a heat source which typically is the exhaust but now they have a new version of the strella which can home in on an airplane from the front. Also so here. Is this eighty three hundred Taking off from iraq going there. They're headed toward took out from baghdad. Headed toward bahrain and a three man crew of was seen firing one of these mad pads and it struck the airplane. There's a picture in our our in our Web page of what. It looked like after that airplane got struck it was struck in the left wing and fortunately it was right after takeoff so the left wing fuel tank was full so there was no fuel air vapor in the tank because if they've been vapor that would have been highly explosive but it was bernie and The missile in addition to punch a big hole in the wing took out the hydraulic system. So now the the crew is flying this airplane with no flight controls. They're doing like what united airlines flight to thirty two did. They're using differential thrust to manage the the the altitude the heading the airspeed. They're using that to fly around and try to come back and land back at back at baghdad and it took about ten minutes for them to get back around now. The flight engineer on this flight was doing a magnificent job because if the left if the source of fuel to the left engine had run dry. They wouldn't have been able to control the airplane anymore. They needed all of their engines for differential thrust. They needed both engines to be able to to operate so that they could maintain directional control. So he's constantly monitoring the state of fuel in the left wing when the state of fuel is leaking out dramatically. And he's using crush meeting to get fuel back to the other engines so that they could continue to power both engines so they brought it in. They made a landing. They didn't incredible job made landing. They were not able to control the airplane. What's it was on the ground than it went for. Like a thousand feet off the runway. But but no one was injured. The airplane was substantially damaged and it eventually was scrapped. So why do i bring this up. Well man pads are available everywhere They ever virtually every country where there's any violence you will find that. There are men pads. If you look on on wikipedia you'll see a list of countries where there is is documented documented. Proof that they have man pads somewhere there and all it takes is one person who's been very briefly trained in how to use it. You turn it on. Turn the machine on and you're aiming at an airplane and squeeze the trigger. That's basically it and so you could be. You could be at risk especially when you fly. Overseas special show fly to third world countries. You could be at risk of a man pad anywhere you fly. So that's something to think about a three pound warhead. Doesn't sound like much but it can do serious damage in its knocked airplanes. Who even back. When i was flying at four as there was a foreign. My squadron got out of this guy by by estrella
We Finally Know Exactly How Bad The Pandemic Has Been for Airline Pilots
"We see in plane and pilot magazine. We finally know exactly how bad the pandemic has been for. Airline pilots and the numbers here are pretty staggering and eliminating max indeed. I was really quite stunned to take a look and see. Just how bad things are. I mean we all know that the airlines have been hit disproportionately hard here during the pandemic that know some pilots have been out of work. This was a survey done by goose. Which is a pilot. Recruitment firm not for birds but for a and they found that nearly half of all pilots worldwide. Either looking for work or on furlough which was shocking to me. They said that thirty percent of the people surveyed were out of work and looking and other seventeen percents that they were furloughed awaiting further news and additional. Six percents said they were still employed with their airline. But we're doing non-flying works pretty stunning. Half half the pilots Basically out of work or looking for work in this comes from a survey of two thousand five hundred ninety eight pilots. This survey was open for four weeks just to kind of set. The timeframe in it closed october thirtieth twenty twenty and it was anonymous survey thirty questions and the survey was designed for pilots of all ranks. First officers second officers and cadets in some of the data in this is just really really fascinating and we'll have a link to the survey report which was done in conjunction with flake global. And a you just peruse some of this and find some really really interesting interesting things but By way of demographics of those almost twenty six hundred pilots forty-three percent of the respondents were in europe. Nineteen percent from the middle east and africa eighteen from asia pacific Twelve percent from north. America six percent from south america and two percent from china. So it's pretty Pretty global in the survey touches on things like pilot retention pilot job security employee engagement even Stress mental health wellbeing things like that so Some really really interesting statistics Couple of the ones that i like. Maybe if you guys saw some things that piqued your interest but one of the questions was when do you think aviation will make a full recovery to pre covid levels and not. Surprisingly only ten percent said up to one year the biggest spike was up to two years. Thirty four percent of the pilots thought up to two years but twenty eight percent up to three years and longer than that twelve percent four years. Ten percent five years and six percent said they thought it would never never be the same So that's the pilot's perspective. No one was. Do you think your mental health has been affected by the pandemic and here there is a direct correlation between the age of the pilot and the pursuit pilots that group in In how many of them thought that their mental health had been a acted for those pilots. Fifty five to sixty four years old thirty. Two percent thought their mental health had been affected for pilots forty five to fifty four years old but younger thirty six percent when we go down to thirty five to forty four year olds forty four percent of them thought. Their mental health has affected in the twenty five to thirty four year old group forty-nine percent and pilots under twenty four years old fifty eight percent of them thought their mental health had been affected by the pandemic so. I thought that was a really interesting result. I wasn't totally surprised by the The differences once. You mentioned the difference. I thought okay but it's the younger folks are having a tougher time. Think about someone who's twenty four years old this may be the first In a bad thing that's happened to them in their in their career folks are in their mid fifty s have probably gone through multiple things in the past and probably a better able to to ride through a downturn whereas you know young folks just not have that cushion of You know savings built up to right through. Its doesn't surprise me but still it's a large large number folks nearly six percent under a twenty-four saying mental health. Been impacted the the demographics of the respondents in terms of gender. Was you know the numbers are kind like the same numbers we've seen for a long time. Almost all male four percent female in one percent preferred not to say. I'm not sure why they would prefer not to say in. An anonymous survey but four percent identified themselves as female Which really kind of hope that that number would be coming up. Ron wouldn't when you're looking at programs With youth today. do you see more. young girls. Becoming interested involve is that number higher than four percent. I hope well Here were making a concerted effort to make sure it's higher than four percent Right now we're preparing for Air venture and we've got A program within the air venture program called girl venture We've also got One for adults named Women's sore And between those two we really want to invite women to get more involved and engaged in aviation and so We see a higher than i would say. Four percent level here
"To check six aviation week. Sought cast jan damasio the executive editor for defense and space in here with guy norris. Our technology editor in steve trimble defensive We're here because it's been a rough couple of weeks for news about aircraft engines the f one thirty five which powers the us. Air force's f thirty. Five fighters is grappling with support and turbine coating issues then on february twenty. Eighth the engine on a boeing. Seven seven seven. Flying from denver to honolulu failed in the air scattering debris into a colorado neighborhood the event which thankfully ended with a sif single engine landed landing bag in denver Seemed to be the latest in a worrying series of high profile. Civil engine issues. So let's start off with the united airlines incident first guy. Could you tell us what happened to that. Threaten whitney engine. Yeah thanks jen. On takeoff as you mentioned from Denver it was climbing at the time over over the neighborhoods around the city of denver. When the number to the right hand engine The fan blade one of the fan blades. Seven at the neither route and the engine basically suffered tried to be large failure. That point the fan lip the cowling Around the fan and inlet lip basically detached from the engine and those are the parts along with the bit so that will liberated from the From the fan itself which cascaded dan this neighborhood As you said the aircraft the crew were able to bring that craft back in for safe landing thank goodness but obviously it was a spectacular looking event of a fire that ensued. Despite the fact the crew Shut off the fuel and let the extinguisher bottles so All in all it was a pretty. You know it was a an interesting events and one that's really has sort of longer term repercussions going forward but that in a nutshell is what we what we saw last weekend. What are some of those repercussions. What is the incident mean for certification standards for safety. Yeah right good questions so the thing about the engine itself. The event was when the blade came away from from the at the route The certification requirements is that it should be contained within that within the the the sal itself or within the caller which they call it the containment call around the inlet. It's made of kevlar and It's a you know. A lightweight soft material which is big enough to enclose at one hundred twelve inch diameter fan. A huge amount of energies of the liberator that point so the lord the rule is that part should be contained preventing them from impacting the aircraft of course and causing further damage and it did actually It did it did its job and let the law what did happen. Though is of course parts flew Out of the engine forward and aft.
APG 461 Fishy Cargo Door
"Jeff washington's birthday or revived the wrong day. Rhonda i think actually president's day monday is washington's birthday. I think was bill but it's always on monday. This is actually. You used to always be on his birthday but then they the holiday was always on the monday. No no it's i can't remember the actual date of his birth anymore. Because it's teeth you ask. I was just. I was just leading to the fact that you guys didn't Oh i see you start to show up by embarrassing. All of us second in february. So
641 AOPA Events for 2021
"Forward to a great show though max gave me trauma. Because he's bringing back old memories of thunderbird. Listen blue angel lists before the show but looking forward to a great discussion tonight with one of our favorite organizations. Yeah yeah we had a little impromptu quiz with david but he passed Admirably although you know with david's information you never know if he's if he's faking it or not i know he's not but if you did you'd never know it all right so with this also. Is max trescott the other max. He's host of aviation news talk podcast. He's a national. See if of the year and he's an expert on the series aircraft amax. I am old charged in ready for this conversation. I just had something. That's new to the san francisco bay area. it's called a dunkin donut. Oh my goodness can you believe it took that long to get to the north west here at -solutely now i had You know forty years ago. I had a misspent youth in my college years in media pennsylvania in the dunkin donuts there. So i'm very very familiar with this. This high charging potential happy. That is here. Now that's next thing you know it'll be wa wa while on southeastern pa. of course. of course all right well our guests this episode. Is chris eats. He's ao pa senior director outreach and events chris a private pilot he's been an ao pa member since two thousand one in he began working for them in two thousand thirteen. How chris flies. Vf are all over the country. Both for fun as part of his role leading ao p. a. events and regional fly ins chris. Welcome to the airplane gigs. Podcast the great to be with you guys in Good to be with. Max get who's worked with me a number of times Apa lions and to meet. Max david For the first time tonight so great to be with you guys. Yeah good to have you now. I was devastated last year by the cancellation of so many aviation events and with few exceptions the first half of twenty twenty one is not what we were used to pre covid hate that term pre cove. It it's it's become a founding kind of thing now is this kind of thing now But yeah i imagine event planning must be a nightmare and were excited to have you with us. This episode to hear about How aarp is approaching events this year. It's really been a wild year for everyone you know. And of course the whole nation world really has struggled with covid for event planners particular. It's been it's been a challenging year We spent more time unplanned events than we have planning but we really are excited and looking forward to talking to you guys about what we're going to be doing. Twenty twenty one. We think we've got some ideas that will fit into the end of the culture in the world as we see it going forward so excited to be with you. Excellent all right. Well we've got that coming up but first we're gonna talk about some of the aviation do from the past week. Everyone ready ready from the west ready from east.
SMAC267 Should I Obtain A Complex Endorsement in 2021?
"Bodily megyn podcasts is presented as entertainment not flight instruction though some participants are certified flight instructors their comments opinions discussions of flying techniques. Are there's alone. None of the co hosts or guests on this podcast acting as your flight instructor. Please consult your own. Csi for instance on your specific flight training aeronautical knowledge and aircraft operation. This is the stuck mike. Afc cast and aviation podcast about learning to fly living to fly and loving to fly welcomed episode to sixty seven today. We will discuss a question. I get from various listeners. Of our podcast. Should i obtain a complex endorsement in twenty twenty one. Well discuss why. You should attainment complex endorsement. How to train for that. Endorsement and tips for instructors teaching in a complex aircraft. Let's do the preflight. Big shout out to our sponsor. Plain english sim planning sim as an app based aviation radio simulator. It's an easy way to gain proficiency both via far. And i f are and you know what they're
RFT 478: MiG-Killer Ralph Wetterhahn
"The ham fist audio book is yours to keep just for trying. My guest today is ralph wetter haunt now. The way ralph got on my radar. Was i saw this really great. Tv show called air aces where they talk about. Operation bolo and os. Now if you're listening to episode one eighty four. You've heard me talk to christina olds and that was just an amazing. An amazing project they had and robin olds comes out as the real hero and of course he's the greatest fighter pilot in our country but the real heroes of operation bowler where the guys that put that plan together. And ralph was one of them so ralph. It's really great. Having you with us today. I appreciate the opportunity and i'm humbled by the end bite. Thanks george you're welcome so tell us how you got your start in aviation. Well you know. I grew up in new york A place called cambria heights and we would sit on the front porch and the final approach. Inter idyllwild now. Jfk was right out in front of me to the little bit to the airplanes. Were go by every few minutes and you just sit there and watch them sometimes go by were than engine feathered as back mostly in the propellant at i just would stare out at that and wonder how a human being could operate a she that big and you know being able to take off and land and all of that so start reading all of the or two books like serenade to the big bird and god is my copilot. And all of that next. And i know i'm applying to the air force academy and buy some strange miracle got accepted rest courses and sorta history so now with major in the enemy. I didn't major in anything we well. We had majors. That was a dumb question for me to ask. Because i think my graduating class. Nineteen sixty seven was the first class to have majors so i majored in w electrical engineering. But i think before that there were no majors you just graduated no way you could get a major but have to take a whole bunch extra courses which i started to do because i did. I got on the dean's list after that first year. But the democ loggers too much for him and it was a disaster but a lot of people. Ask me now. What did you major in college. And i said. I major not getting through it because that. That's what you had to go. Fly back then sure. So where do you go for. Pilot training enid oklahoma. You know hot and dusty in the summer call in win- the winter but there's a great place to fly and we were the first class there. Two five t thirty eight so that was kind of neat. All the instructors brand new to the airplane. Nobody knew much of anything. Let us do all kinds of stuff. I'm sure they don't allow because they don't have the t thirty eight anymore. But i think maybe they don't. But i think they still have the t thirty eight sixty years later. I think they still have the t thirty trouble prompt now but so did you get married right after graduation. Yeah yeah and you know as you while now. We weren't really socially adapt the academy because there was so much other stuff going on. And so you're twenty one years old and you're married and you try to go through pilot training and that's a lot of stress on to all of a sudden happen when you just come from society where everything was done for you except study right. Now absolutely
Mastering a Game of Chess (WEATHER!) - Aviation Podcast
"And i was one of them and some guy asks them. Hey bob how do you get to be know your age at that time in his nineties. How do you get to be your age and have stayed safe in an airplane for all of that time. Is there any secret you could pass on to us. And bob said is pretty simple as long as you stay within your own limits and within the limits of the machine. You'll be fine right so understanding. What your own limits are and understand. What the limits of the machine are and. I think that's really important because when we talk about weather and some of the minimums. I'm gonna to give you guys today. The machine really really matters. I mean you may have heard me say that. I don't fly. I f are when the freezing levels are at or below the as and that's true. Because i'm often find your craft without de icing equipment light. Airplanes i mean you know if i were flying a palatis with de icing equipment it would be a whole different set of minimums but also understanding what your own personal limitations are. You can think of a guy like scott. Crossfield who tragically died after flying into a thunderstorm. You can look that up. I don't have to tell you that story but so really understanding you could argue. I suppose that was limits in the machine but anyway the last point i want to make before we dive into weather is how important it is to establish those minimums concrete minimums just objective rules for yourself that say when the weather is acts. I don't go. And i know what those are ahead of time. I've thought them through wall sitting on my sofa night. Calm space i got. It's based in logic and it doesn't change ever on the day i'm gonna fly and we'll talk about how you can change minimums but they never ever change on the day. You're gonna fly even if it's the thing to do to change them. That's like an like an arbitrary rule. That i would cling to my life. Someone's asking how. Often i call one eight hundred w x f. I usually call on my way to lessons. Because it's an easy way for me to get a briefing but four flight is doing an amazing job. These days of putting together really comprehensive weather briefings and one eight hundred w xp rif is actually getting harder and harder to deal with like. I often call. And i'm the first person there but i have to wait to talk to somebody in the person i'm talking to. You is halfway across the country. It's really not what it used to be. I think the writings on the wall that over time here and if not now we're going to have to start to get really used to getting the information. We need out of four flight and other products like that. Excellent so For those of you. That can't stick around for the entire half hour this morning. I will tell you that my farm personal minimums are like i said. I don't fly when the freezing levels are at or below the as. I don't fly when there are significant yellow returns along my route of flight. I know that's not super black and white but the idea is that if i see a yellow radar return that's thirty miles east of me moving east and i'm going west then i'm not going to arbitrarily cancel just because it exists but if it is talking if it is a long my route of flight i won't fly through that stuff part of that by the way. There's really good data. There's a air force project. What was it called project rough rider nineteen sixty eight where they flew a bunch of f one hundred jets into thunderstorms the long and the short of it. Is they figured out that. For the amount of water it takes to create a yellow return. Right for the amount of water you'd need to suspend in the atmosphere to create a yellow return. You could have vertical gusts velocities of fifty feet per second which is potentially aircraft imaging. That's one main reason. The other reason is in an atmosphere that's capable of producing a yellow radar return. You never quite know if it's a transient state. If it's on its way from being a yellow return about to become something much much worse. And i've actually burned my fingers on that this. These rules weren't just invented. I've gone flying thinking it's not a big deal is just yellow only to turn around and have the weather behind us now extreme precipitation. Say your intentions. Yeah by the way talking to a real is really great. The one last thought. I would say about a real brief or is it still an amazing place to get notams like when i the game i sometimes play with students is i will call for a briefing because i'm in the car for a while and the way down to the lesson and they done their four briefing and when i get there just little quiz like tell me about the weather today. Tell me what you understand about the weather and often they understand a lot about the weather but when i pull up some weird note i'm like did you know that. The vacillates burned out on runway till nine at our destination. Ten times out of ten. They say no. I'd like. I must have missed that one. You know so. It's still hard to kind of process. No tam's in a in a digital briefing. That's a great place to. That's a great example of why in person briefing can be really helpful. Because those guys will just parse do either tell you. Hey no there's nothing that applies to your flight or tell you specifically the one or to do so but it's hey if it's that hard to get hold of them it's hard to get a hold of them. We're going to have to figure out some other way. Four flight is a great great tool for this. So they're continuing to improve it all the time even parsing out the notams where they make sense like in the airport tab on an approach plate and stuff like that all right so we talked about the bob hoover we talked about establishing minimums. Whether is one of these things where i feel like. It's not taught very well because people don't really understand it until way later in their career and it's one of these things that you will just never master in no matter how long you're flying. It's very very complicated subjects. But it's a bit like chess in the sense that the basic rules are simple. And for that reason. I would start just by learning the weather in your own backyard wherever you live And so today we're going to focus on a little bit on some of the california weather events we're gonna start and we're gonna start with via far weather events Starting with the wind. You know when we talk about personal minimums the first set of minimums. You often get from your instructor. When you get like endorsed for solo. And then you get your certificate are wind limitations visibility limitations and limits on ceilings. I feel like limits on ceilings are pretty self explanatory visibility. But we'll come back to that. One wind is is a little bit different. And it kind of depends on where you are in the world If you are flying say the high plains of wyoming and there's not a lot a turnaround or you're somewhere out in south dakota you can deal with pretty strong winds. Especially if they're steady steady wins. And that's very different than that seem. Wind velocity coming off the pacific ocean and over the coastal range. Right into the san francisco bay area. And it's partially because you have to start to visualize win as a fluid as water. And i often tell people that going and looking at water someone saying on just got to the field leap forward to watching the rest. All right awesome have a good flight. I'm going flying when we hang up. So we'll we'll switch spots. But i always tell people they go stare at water for a while. Put this in your head. Burn it into your head. Go look at a river watched away. The water flows over the rocks because that is the way that air moves for the most part does some slightly different things but for the most part it moves the way water moves and when we first get our win limitations. I want to address one thing. 'cause someone asks this this week on one of the instagram. Like just the cuna. Someone said what. I do the same thing with my flaps when landing in tailwind as i do when i'm landing headwind and i think it's really important that people understand the airplane doesn't really know about wind right. It is it is inside the air mass. So if it's if you're flying through an air mass like theoretically that entire air mass could be moving backwards over the surface of the earth and the airplane wouldn't know it. It's just feeling air flowing over the wing and the same is true if you have a tailwind as long as you're moving through the area of the airflow over the wing airplane is just simply. Part of this air mass. So leaving gusts aside. If it's just a steady wind then you would do nothing different with your flaps in a tailwind as compared to a headwind you would however have a much faster ground speed when landing and that can be tricky because airplanes are not particularly good on the ground so that that's part of the challenge landed with a tailwind you always wanna land with the slowest forward speed. And that's why we turn around and try to get into a headwind. Yeah awesome so gusts do matter. They're playing will feel gusts so another time that we talk about. You know how the wind is affecting us in landing is when there's a cross win people say well i don't use full flaps when i'm landing in a crossman i don't think in a steady win i honestly don't think there's as much to that as people make of it. You know you are so sure. One side of the airplane is feeling more relative win than the other. But again if it's a steady crosswind and it's not particularly gusty do a whole lot different with the flaps. Maybe if it was really a gusty crossman. I might limit the target basically so i might say instead of thirty. I'll try to land with twenty because each one of those gusts is going to have a bigger form target to hit. But if it's a steady wind not saying it doesn't. I don't wanna get down into specific. It has no zero effect at all. But i just think people tend to make more out of that than they really should. It's really those gusty wind flows that create problems again like water. Imagine just like a spa jet right. Like you've got this steady pool of water and you just injecting this sort of jet into it. And it's it's creating like turbulence for you and that's what we get at san carlos and that's what we call mechanical turbulence and it's something that you should be aware of so if your landing in across wind and like up when we do our mountain trip this june for anybody. That's coming up with us. We have a huge group common. It's going to be a lot of fund but the you look at the trees the way the air comes through the trees or if there are rocks on the air to go over the rocks at saint carlos at squeezes in between hangers and comes over the tops of hangers. It's it's always turbulent on final in the summertime san carlos because the wind is coming from the left and it's always coming rate through those hangers and we call that mechanical turbulence. So you know when you get your first set of limitations from your instructor in those are the ones you take forward as a private. You should sort of think about all of that stuff. What's my headwind limit. Where am i flying right. So if you you know i'm sure somebody out in montana got endorsed solo with a twenty knot headwind limit right which is probably more than we would give you in san carlos and then what is my crosswind limit and when you are landing close to those limits you have to be aware of what sort of contours are in the earth. Or what buildings. The wind is having to go through before it arrives. Where you are and trick you can take from back country flying if you're not entirely sure and you're pushing the edges of your limit is just a go-round right so make the default the go-round you're gonna make your approach going to come in. You're going to default to go around unless everything feels really good. Then you'll make an exception and land the airplane and another question. I get a lot is. How do i expand those limits. Because i just told you in front of this little broadcast you're not going to change those limits on the day you fly. So how do you do it. I think the best way is to put yourself into a model with the professionals. Do and we're not gonna do this thing. We're hey. I got my pilot certificate and instructor for two years. Who right put yourself into a more rigid program whenever that is go back. Let's i'll just once a year. Even i was gonna say every six months. Because that's what the pros do and if we're truly emulating what the pros do we go back every six months. But maybe even if that's too much for you go back once a year. Get your roll up your sleeves. Go to the gym and do some do some work and in that work you can work on expanding those minimums out a little bit. Maybe you say to your instructor arrive in flying and getting pretty comfortable with my cross.
AvTalk Episode 105: Its raining engine parts
"On this episode of talk we discussed what we know so far about the engine failure aboard united airlines flight. Three to eight and what investigators regulators are doing now. Hello and welcome to episode one hundred and five of talk. I m ian pech nakir as always with jason urbanowicz hello ian. We've got another jam-packed episode. Don't we hello jason. We do coming into the weekend. We had a show lined up where we were going to have to. Finally by jeremy dwyer lindgren his substantially sub cars. He he was about to earn a sub sandwiches. We're going to talk about a lot about aviation memorabilia and really cool stuff from airlines in a bygone era and we were really excited about it and then this weekend happened his free sub. We'll have to wait two weeks. His double have to wait two weeks indeed. So on saturday morning. In europe a seven four seven departing maastricht had some pieces One of its engines and departed not long after departure rained down engine pieces and unfortunately injured someone on the ground and the dutch investigative body is currently looking into that particular incident and then just a few hours later that was only the appetizer. Yeah then just a few hours later. A united triple seven two hundred was departing denver in about four and a half minutes after departure. Its engine also went boom and a big spectacular way. Yes and so. The first aircraft was a cargo ship for seven so there was some debris. The aircraft circled Checklists were run and they made a safe diversion in the united flight. Obviously was well not obviously these days. The that's actually point. They're not actually have any passengers on true but this particular united flight going from denver to honolulu did in fact have passengers aboard. And really one to be precise. Yeah which that number will set that aside for maybe come back to that later when we talk about what fletch traffic up to. But the photos and video from inside. This particular craft anyone listening to this. Podcast has probably seen those. If you haven't we will put a link to the show notes because well. They're they're really quite something. Yeah absolutely it's no surprise that we got such detailed in high resolution pictures videos. But i don't think any of us. Initially during this incident expected to see the amount of engine carnage and engine fire as we did the videos. Were someone on the right hand side of the aircraft. Mary far out probably up in business or first class. Whatever it is on that aircraft but it showed in engine just absolutely obliterated the cowling inlet was gone the inlet are the cowling itself was gone the engine although it was win million probably shut down at that point was still on fire. It is one of the most dramatic videos of an engine failure. That has not come out of a hollywood feature film. Yeah i mean the entire cowling wisconsin that you could see the combustion chamber of the engine. The engine was on fire where it wasn't supposed to be on fire. You're just not supposed to be able to see that part of the engine. So very spectacular footage. It first came to my attention about five minutes after they had made back to denver. And the the first picture i saw was the cowling the in calling in someone's front yard. Yeah just barely missing a house by what looks like a couple of feet if not less than that and at that point you don't think much out the engine cowling. You're not supposed to happen. But i don't think anyone expected in the minutes and hours following to see just how much damage actually occurred to that engine and later we would find out to the aircraft itself. Yeah when i saw the the inlet calling. I was like. Oh wow. that's not supposed to happen but because it was the whole inlet calling. I figured it had just fallen off right. It didn't look damage than anyway. Looks like the joke goes. Defunct fell off. It literally looked like the front fell off. Nominate exploded off because the initial reports didn't contain the information. There was an explosion. People smoke or anything like that it was just. Hey look. there's a piece of aircraft in this guy's yard and then other reports select filter in and then the person who posted the video of the combustion chamber still firing was kind of the first indication that this was a much more serious incident and then we start to see the damage to the the fan blades as the ntsb has released some photos and damage to the to the future. Although i will note that the anticipate did say even though the fuselage was damaged the damage is minor and is kind of all under the wing so thankfully it wasn't a situation where we're there is debris being ejected into the cabin in this particular case. So that's a very good thing and jason. We were chatting over the weekend and you asked was this an uncontained engine failure and my response was begin. The debate were it myers bonds. How could it not be. And i was. I was wrong. It was contained engine failure by the strictest definition district on using failure and we will point out. This is one of those things were. it doesn't matter in the grand scheme of things. This is a very serious incident and certainly the ntsb is investigating. The faa has done some investigating and has acted already. But we'll get to that in a moment but the chairman of the industry robert somewhat said we can talk about this but in the strictest sense of the word it was a contained engine failure because the fan blades water contained by the engine trout. So just the amount of engineering Setting aside the fact that there may be engineering issues with the family aids but the amount of engineering that goes into making sure that if something happens the damage is contained and limited as much as possible never ceases to amaze me. Yeah so. I mean this backups. For backups and backups. Here you have the engine of what is it. Twenty five year old triple seven pretty much tearing itself apart and they were able to land just a few minutes later. I'm sure it was an exceptionally overweight. Landing aircraft itself. The fuselage had hosing in it. But there you go.
RFT 477: The Box Canyon Maneuver
"Talk today about a maneuver. I learned about back in one thousand nine hundred sixty seven in nineteen sixty seven. I was a student pilot at laughlin. Air force base. Now if you look at the webpage for this episode you'll see the picture on the web page is the inside door of a stall in the men's room at the facilities in laughlin air force base and you notice on the inside of the stall door. There's a magazine rack back in one thousand nine hundred eighty seven. were magazine racks inside every stall door and they were stacked with flying magazines so the professional pilot plane and pilot flying magazine private pilot magazine. All these different flying magazines and we could learn to multitask show. We would read while we're doing our business and you know well. I was reading one time. I came across an article called the box. Canyon maneuver as you may know. A box. canyon is a geographical formation. Where if you're flying in this canyon. You're airplane won't have the capability of flying high enough to get out of the canyon and the canyon. Walls are too close together for you to do one hundred eighty degree turn. So this is a last ditch effort maneuver and basically. I didn't know what it was called at the time. But it's a hammerhead. Turn you pull the airplane. Two straight up unloaded so the airplane can't stall because obviously if there's no loading on the wing You won't stall and you kick a rudder and the nose comes down in your pointed straight down and then you pull back up until the airplane is level again. And you're in the opposite direction from where you started it's definitely a last ditch maneuver and it's not something you try for the first time when you really need it something you practice ahead of time. And that's something i did. I was fascinated by this. So every time i had a solo flight i would go out and and practice the box canyon maneuver and my first assignment. After pilot. training was to fly the o. Two which is the military version of their cessna. Three thirty seven the skymaster which is a small vision. Airplane basically fitted out for military use and i frequently. When i was flying missions i would try my hand at the box. Canyon maneuver so I also volunteered. In addition to combat flying. I volunteered for what's called functional. Check flight duty so functional check flights called. Fcf's are what is performed after there's maintenance down on an airplane engine change. They've done a propeller change. They've done any kind of major maintenance and they wanna see if the airplane is airworthy and fcf pilot would take the airplane up and go through a preplanned series of maneuvers things. We shut down an engine and restarted. We check the weapons storage release capability. We look at everything the airplane can do. And then we bring it back and we'd right up anything that we found that was wrong with it and the really neat thing about duty was you'd fly five or six times a day and back when i was a lieutenant with only a couple of hundred flying hours getting extra. Flying time was almost like getting extra. Pay show is a really good deal. Now here's the deal to do an fcf. You have to be unclear whether you have to be in clear skies and it was rainy. Low clouds over where i was based and the author of the operations off share. Said we're going to have to cancel your fc fs. And i say well how about if i climb out through the overcast and get out over the over the ocean because denying is right on the right on the shore. Climb out to the east over the ocean climate until i get in the clear above the overcast and then i can do my fcf. So he said okay. You can do that. So i took off under way. Three five right headed north. As soon as airborne. I turned right and climbed out headed east and i was in the clouds immediately. Like three hundred feet. And here i was. I had two hundred and fifty three hundred hours something like that. And i felt. Like i'm a real grownup i'm flying on instruments and actual instrument conditions. This is really cool and kept steady on a heading of zero nine zero. Nothing to see out the front window of course goes. I'm in solid clouds.
179 Eight Lessons Pilots Can Learn from the United 328 Engine Failure + GA News
"They made a united twenty. I twenty eight. Heavy mayday mayday. He can departure. United three twenty eight heavy made a crash go. That's atc audio from the emergency. United three twenty eight experiences past weekend. Would they had an engine failure after takeoff from denver international. My thanks to live. Atc dot net for that audio. Hello again and welcomed aviation newstalk where we talk generally nation with relevant news and flying tips for pilots and student pilots. To help keep you safe. I'm extra scott today. We'll be talking about the eight lessons. Any pilot can learn from the united three twenty eight incident about handling emergencies. And later max flight. A retired engineer from pratt. And whitney will give us background information on. Jet engine failures plus listener feedback less week. Episode one seventy eight with topped with rob mark about the importance of general aviation pilots using standard operating procedures. So if you didn't hear that episode you may want to check it out and